Internal-combustion engine.



w. H. smM F; INTERNAL COMBUSTION ENGINE.

- V APPLICATION-FILED NOV-19.1910. L11 @flfigfi, PatentedAug. 29,1916.

9 SHQETS-SHEET I.

WITNESSES WWII/Ton f Miter H. mfi A TTORIVEV W H SHIMPF. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 19. 1910.

Patented Aw". 29, 1916.

9 SHEETS-SHEET 2.

WITNESSES J IIVVE/VTO/i' Miter/7'. Slim pf W. H'. SHHVIPF.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 19. 1910.

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Patented Aug". 29, 1916.

9 SHEETS-SHEET 3,

W/TI/ESSES:

W. H. SHIMPF. INTERNAL COMBUSTION ENGINE. APPLICATION FILED NOV. l9. I910.

fi l fifigfio Patent-ed Aug. 29, 1916.

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M I i 1 19 I 12 1% II If" 0 1. w 27 WITNESSES I Y I/I/I/EIIITOR 9Q? g WalterH. 8212x1 0 WTH. SHIMPF. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. [9, 1910.

Lwfifiwo PatentedAug". 2921916.

9 SHEETS-SHEET 5.

WITNESSES l/VVE/VTUR W. H. SHIMPF.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV-19,1910.

9 SHEETS-SHEET e.

Patented Aug.

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WITNESSES W. H. SHEMPF.

INTERNAL COMBUSTION ENGINE.

PPLICATION FILED NOV; 19, I910.

31. ujl' fi wfio Patented Aug. 29, 191

9 SHEETS-SHEET i.

WITNESSES IIW/E/VTUH E ZAM 7 I Walter- H Sbzhwf W: H. SHIMPF.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 19. (910.

1,196,598? Patented Aug. 29, 1916.

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INTERNAL COMBUSTION ENGINE. APPLICATION FILED Nov. 19, 1910.

1,1 96.,59& Patented Aug 29, 1916;

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WALTER H. sHIMPr, or new YORK, n. Y.

INTERNAL-COMBUSTION ENGIN I Specification of Letters Patent.

Patented Aug. .29, 1911 6.

Application filed November 19. 1910. Serial No. 593,143.

nal-Combustion Engines, of which the following is a full, clear,

v andexact description, whereby any one skilled in the art may make and use the same.

The invention relates to internal combustion engines and more particularly to a new form of engine, which will utilize an explo-,

slve mixture, in such manner and under such control, that the working piston and cylin der and appurtenant parts will not be subjected to an accumulation of theproducts of combustion,

To indicate the objects and advantages of the invention hereinafter defined, reference is herein made to the'well-known types of internal combustion engines known in the art.

There is a. four-cycle or Otto-cycle'engine in which there is a suction, a compression, 2). working, and an exhaust stroke of the working piston during the two complete revolutions of the crank shaft. The inlet and exhaust valves operate in conjunction with the working piston and are either of a mechanically-operated or puppet-type or a combinatlon of both which have certain inherent inaccuracies of action, with the incidental complications, as toopening and closing of the valves to secure" proper admission, compres sion and exhaust of the gases. Necessarily a fly-wheel effect is relied upon to steady the operation of the piston and carry the crankshaft over its dead center point during the cycle of operation intermediate the Working strokes.- There is'also the two-cycle type of engine which utilizes an admission, compression, working and exhaust stroke of the main piston during one .complete revolution of the main crank shaft. In this type, the admission, compression and exhaust are effected in various manners, either by utilizing movingyalves or by utilizing the main working piston in conjunction with cylinderports and in further con unction with a crank iase,.compression chamber or a supplemen-tal compression piston acting directly with the main 'working'piston. In such types of two-cycle engines, there has been such as would interfere with A the operation of the Working parts.

the ordinary two-cycle engine) diiliculty in preventing premature ignition of the charges of explosive mixture. upon the .wrong side of the piston as, owing to variable compressions with (lifierently attenuated explosive mixtures, premature firing occurs prior to the proper positioning of the valves, permitting a firing of the charge b ack to the crank case or auxiliary compression cylinder. It is also true that, in the four-cycle engine, utilizing high compressions to 'secure the most powerful working strokes upon the piston or pistons, that premature ignition results, due in part, to the accumulated heat of the apparatus which fires-the charge before the piston has reached the proper position to secure the most advantageous driving impulse of the ignited gases. In the four-cycle type properly constructed, such premature.ignition is not particularly dangerous, but acts to retard the action of the piston and materially reduces the efficiency of the engine. In the twocycle type such premature explosions become almost dangerous and at any rate are suflicient to blow past valves," stufiing-boxes, bearings, and journals, practically destroying the eiiic iency of the engine.

Obviously, there is a great advantage in having an impulse upon the working piston at each revolution of the crank-shaft, (as in in contradistinetion to an impulse in each two revolutions, (as in the case of the four-cycle engine) provided, the disadvantages above referred to are eliminated. This may be accomplished, as hereinafter defined, by having certain valve action wherein the full force and effect of the ignited and burning .charge of any suitable explosive mixture is introduced tothe working cylinder, ignited and fired, without premature firing and with assurances that its full force will be directed toward impelling said piston at the proper point of its working stroke.

The objects of the present invention are therefore, to provide for the absolute control of the action of an ignited charge of explosive mixture with reference to the working piston or pistons of an engine, overcoming and oven util-ieing the effects of premature ignitions and providing an impulse upon the piston'or pistons at each revolution of the crank shaft.

A further object is to provide positively actuated and controlled means, whereby a,"

primary exhaust.

suction stroke.

charge of explosive mixture is compressed; introduced to the working cylinder; fired, under control, obviating disastrous premature ignition, and the products of combustion completely exhausted, upon each revolution of the crank shaft.

A still further object, is to provide for the induction'and compression of a chargeof explosive mixture during the movement of the working piston, in conjunction with a positively acting transfer and valve mechanism, so correlated that the efficiency of the working stroke is maintained and a complete scavenging of the parts-is effected.

Finally, it is apparent, that the general object of the invention is to provide a mechanism'which will combine the most eflicient principles of both the four-cycle and twocycle type of engine which, in conjunction with one or more cylinders and their pistons,

will give determinate induction, compression and firing of the charge of mixture with a complete eduction and scavenging of the spent gases, without liability of disastrous and uncertain firing of the charge. Referring to the drawings: Figure 1 s a front end elevation of the improvements. Fig.2 is a view in side elevation with one of the main cylinders eut in central vertical section and with the Eldjficent valv'e'ich'amber ,andi transfer cylinder transverse sectional view through one of the illustrating the working pistdn completing the exhaust, j u'st prior/tothe upper dead center movement of the" crank shaft and with the transferpi'st a in position to make its initial'movenient. ig, 4; is a similar sectional View illustrating the working piston at the upper dead center point of the crank shaft with the transfer piston moved to admit its charge of compressed and ignited gases. Fig. 5 is a similar scctional -view illustrating the position of the working piston and valve parts during the working and Fig. 6 is a similar sectional view illustrating the working piston at the lower dead center of the crank shaft with the compression piston on its full suction stroke and the auxiliary valve openforthe Fig. '7 is a perspective view of the cam controlling the transfer piston. Fig. 8 is a similar sectional view illustrating the working piston upon the beginning of the exhaust stroke, with the transfer piston receiving its charge under compression and thea-uxiliary valve coverton and auxiliary valve action. Fig. 11 is a showing the parts in the engine embodying.

meral 1, denotes the crank 1 having a crank shaft 2, supported in suitable cut in central vertical section. Fig. 3 is a of the cam controlling the similar diagrammatic view illustrating the is a diagrammatic view of the transfer piston, the auxiliary valve and the corresponding cams for respectively operating the same, the positions illustrated view of Figs. 10 and 11, with the transfer movement from A to D and the auxiliary valve movement from E to B corresponding to Figs. 4 and 5. Fig. 13 is a similar view illustrating the transfer piston in the corresponding position illustrated in diagram in Fig. 10 from A to D and the auxiliary ,valve movement in said diagram from C to D corresponding to Fig. 6. Fig. 14 is a similar view illustrating the in the diagrammatic ports according to the diagram of Fig. 10

with the movement of the transfer piston from D D to E correspondin to Figs. 6 and 8. Fig. 15 is a, similar view illustrating the transfer piston position F to G as illustrated in Figs. 10 and 8 with the from E to B as illustrated in said figures, which position is maintained during movement of the other Figs. 3, 4, 5 and 8.

In the accompanying drawings, the nucase of an engine ders herein shown as four in number andindicated as 4, 5, 6, and 7.

Operatively arranged with reference to the crank shaft and connected thereto for positive movement by gears 8, 9, is a cainshaft 10, which controls the movement and position of transfer pistons 10, and auxiliary valves 11, arranged adjacent to each cylinder of the engine. The cylinders, transfer piston chambers and valve chambers are suitably jacketed so that a water cooling system may be employed to maintain normal operating temperatures about all of the various parts. g

The numeral 12, indicates a timing device which may be of any desired character and the numeral 13, represents an ignition'plug although, of course, any desired type of ignition, as well as timing device might'be utilized with the mechanism hereinafter described As the various cylinders and appurtenant parts are identical, the cylinder 4, with its transfer piston and auxiliary valve is described in detail.

The piston 14, of the cylinder 4, has a to F, and the auxiliary valve from auxiliary valve closed parts as illustrated in a tight-fit within the cylinder 4, and the adjacent cylinder 17, whicht'may be termed the compression cylinder. There is an induction and eduction passage 18, connecting thecompression cylinder 17, with a transfer chamber 19, and'the port 20, of said transfer chamber is controlled by a piston valve 21, which, in conjunction with a piston valve 22, provides a means for controlling the inlet and exhaust port 23, of the working plston 14, and provides for admitting a mixture to the compression cylinder 17, and transfers the compressed charges of said compression cylinder to the working piston 14.

The numeral 24, indicates the inlet for the explosive mixture which, when the piston valve 21, is above the port 20, may be drawn into the compression cylinder. This induction to the compression cylinder occurs upon the working stroke of the main working p1ston 14c. p 1

The numeral 25, denotes the main exhaust manifold which, through its connection with the exhaust port 23,'pern'1its the main work ing piston to exhaust its charge of spent gases.

Obviously, any'desired form of carbureting mechanism may be utilized in connectionwith the main inlet 24, where oils and like substances are utilized to form an explosive mixture. p l p The piston valves 21, 22, are su1tably connected by a stem 26, to provide, in (JOIlJllIlC- tion with the walls of the cylindrical cham- ,ber 19, a moving transfer member. The

compressed gases of the compression cylinder 17, are forced into the chamber thus -formed and upon movement of the piston valves 21, 22, this compressed charge of gas may be bodily moved and admitted to the working cylinder 4, over the piston head 15,

40 through the passage 23. A valve stem 27,

connected with the valves 21, 22, and working in suitable bearings, is controlled by a lever 28, shown as pivoted at 2!), and with arms 30, 31, hearing suitable cam rolls 32,

46 33, which follow cam-surfaces 34, 35,of a cam 36, suitably mounted upon the camshaft 10, so that the arrangementof the arms 30, 31, and appurtenant parts is such that a definite and positive i'novement is al- 50 vfiiys given to the lever 28, throughout its entire cycle of movement. No springs are required and no lost motion results in this arrangement. Therefore, the valves 21, 22, are always positively actuated and positioned by the cam-shaft and its lever.

Adjacent to the transfer chamber 19, is an auxiliary valve chamber 87, within which reciprocates an auxiliary piston valve 11. The chambers 19, and 37, are connected by a port 38, which may properly be called the prima ry exhaust port and this port is controlled by the'auxiliary piston valve 11. The upper end of the chamber 37, above the piston valve is open to the atmosphere or to the 5, main manifold of the exhaust system of the l the movement main pistons. The auxiliary piston valve 11, is provided with a stem 39, which is actuated by a lever 40, having a similar arrangement of cam-control to that described in connection with the transfer piston lever 7 28. Its ram 41, is illustrated in Fig. 9 as having two cam-faces 42, 43, upon which its respectiverolls follow and as in the case of the lever 28, this lever 40, is positively moved and controlled in all of its movements.

The main purpose and function ofthc auxiliary piston valve 11, is to control the primary exhaust port 38, so that the spent gases in the transfer chamber 19, may be fully exhausted preparatory to receiving a new charge of compressed gas, thus obviating the fouling 'of the transfer cylinder and providing against the possibility of premature explosions in said transfer cylinder when a fresh charge of gas is compressed therein. This exhaust operation does not in any way interfere with the ex-' hausting of spent gases from the main working cylinder. It is obvious that by the ar- Q0 rangement of parts described that the main working piston may have a full working stroke and that nolostspace is required between the working piston and its cylinder head, inasmuch as the gases are ignited in the transfer chamber and while burning are transferred to the working cylinder through the port 2?. It also follows that the spent gases in the working cylinder may be entirely and completely exhausted as the pis ton may have the full working stroke up to the head of the cylinder with just sufficient room for clearance.

The operation of the various parts, while simple in practice, can only readily be understood by reference to the various drawings and diagrams-included in Figs. 3 to 15, as the timing and positioning of the various moving elements is all important to the thorough understanding of the device.

In'Fig. 10 there is illustrated diagylmmatically the action of the working piston 14:, in conjunction with the relatively timed operation of the valves 21, 22, and the auxiliary piston valve 11; In Fig. ll there isill5 illustrated in similar diagrammatic form the movements of the compression piston 16, which, of course, moves simultaneously with the main working piston. It illustrates the suctioh or induction and the compression and eduction stroke, timed with reference to of the crank shaft. and mainworking piston and also shows the valve action and its relative timing during a com plete cycle of movement of the crank shaft.

In Figs. 12- to 15 the control of the transfer chamber 19,. is diagrammatically illustrated by showing the various positions of the valves 21, 22, with reference to the ports 20, 23,. and the corresponding positions of the auxiliary valve 11, with reference to the so-called primary exhaust-port 38. To more clearly illustrate the action of these ports and their timed relation with reference to the movements of the main working piston 14, and compression piston 16, the respective cam positions for the cams36, and 41, which respectively control the levers 28, and 40, connecting with the spindles 27, and 39, are illustrate Referring to the diagrams, Figs. 10 and 11, and the diagrams 12 to 15 inclusive, in conjunction with the sectional views 3 to 8 inclusive, the following cycle of operations occurs. illustrated as about to complete the exhaust stroke, the valves 22, and 21, being in such position that the compressed charge from the-compression cylinder 17, may be forced into the transfer chamber 19, while the exhaust port 23, is open to permit final exhaust of the spent gases in the working cylinder. The'auxilia'ry valve 11, covers the primary exhaust port 38, and the parts are in position to transfer a chargeof compressed mixture from the transfer chamber- 19, to the main working cylinder. Referring to the diagram Fig. 10, the main working piston is about to move from G to A to effect-this final exhaust. The entire exhaust stroke of the working piston is indicated as from F to A. During the movement of the working piston from G to A, the valves 21,

' 22, move and the compressed charge of the transfer chamber 19 is ignited, transferred and exerts its pressure upon the working piston. The position of the valves 21, 22, of the transfer chamber and the corresponding position of, the working piston and auxiliary valve 11, are illustrated in Fig. 4 and diagrammatic view 12. Upon admission of the fired charge tov the working cylinder, the piston 14, begins to move as illustrated in Fig. 5 and a new charge of mixture is drawn into the compression cylinder 17, through the inlet 24, port 20, and passage 18, while the working piston moves through the distance indicated from A to in Fig. 10. During this movement from A to D of the main working piston and compression piston, the auxiliary valve 11, begins to move as indicated between the points B and C and finally fully opens as indicated between G and D, so that the primary exhaust is fully opened as illustrated in Fig. 13, when the working piston has reached its lower dead center point. At the same time, the valves 21, 22, occupy the same position as in Fig. 12 and Fig. 6. A further movement of. the working piston from I) to F (Fig. 10) ffects an initial closing moven'ient of the auxiliary valve 11, tending to cut ofi' the pri mary exhaust through the port 38, and a movement of the valves 21, 22, illustrated in Fig. 14 and Figs. 6 and 8. A further In Fig. 3, the workingpiston is,

movement of the main piston and the crank shaft indicated as from F to G, gives a full exhaust from the working piston as illustrated in Fig. 15, the values 21, 22, occup inga position as indicated in Fig. 8 and t e auxlliary valve of the primary exhaust port 38, maintaining a position corresponding to the movement from E to B. The movement from G to A completes the cycle. From the-above it is apparent that there is a working ,and simultaneous induction stroke of .the working piston and the compi'ession piston, and a compression stroke of the compression iston and a corresponding exhaust stroke 0 the working piston, which same time permitting ingress of the compressed charge to the transfer chamber 19. Of course, the auxiliary valve 11, has made its movement to cover the primary exhaust port 38, immediately after the primary exhaust.

The timing of the firing of the charge may beaccomplished in any desired manner and through any desired means, but it is preferred that the igniter fire the charge in the transfer chamber just prior to the opening movement of the valve 22, with referenee to the-port 23, and after the closing of the port 20. The operation is so timed that it is obvious there can be no lack-firing into the compression chamber and therefore the working piston receives the full effect of the compressed charge which is ignited and exerts its influence solely upon said working piston.

In Fig. 11, the cycle of movement of the compression cylinder is illustrated in diagram in conjunction with the timing of the valve 21, said diagram in conjunction with Fig. 10, giving the full cycle of operation of the working piston, transfer valves, compression piston and auxiliary valve.

Obviously, the details of construction might be varied to a considerable extent, without in any way limiting or varying the 1 5 purpose and intent of the invention, and various arrangements of levers and cauis might be employed without departing from .tlie spirit or intent of the invention, whiclnfin. i the main, contemplates a cycle of operationspno with reference to a working piston such as illustrated and described in detail and by diagrams, wherein the working piston is subjected only to the action of an explosive charge, with theignition controlled with 12.5 reference thereto, and wherein the compression is effected extraneously to the main working cylinder and the compressed charge transferred, giving an impulse to the iston at each revolution of the crank sha t, ob-

7 spective, pistons, an inlet and an exhaust, op-

eratively arranged with reference 'to the compression piston and working piston, a

valve mechanism arranged in the transfer chamber and controlling said chamber ports and the inlet and exhaust ports, and means appurtenant to the transfer chamber for controlling the exhaust from the working cylinder through the said transfer chamber.

2. An internal combustion engine comprising a plurality-of working and compression cylinders, a plurality of working pistons, a. plurality of compression pistons operatively arranged with reference thereto, a plurality of transfer chambers operatively arranged with reference to said working and compression pistons, valves controlling said transfer chambers and arranged to control the induction and eduction of a charge of mixture with reference to the compression pistons and controlling the induction and exhaust with reference to the working pistons during each complete cycle of. move ment of the working pistons, an exhaust port in each of the transfer chambers, and a valve controlling said port and permitting a primary exhaust of the main cylinder through the transfer chamber and said, port.

3. An internal combustion engine comprising working and compression cylinders, a main working piston, a simultaneously acting compression piston, a transfer chamber operatively arranged with reference to said pistons for receiving directly from lhe compression piston a compressed charge, valve mechanism in the said chamber ill? ranged to deliver said charge, under control to the working piston, a port appurtenant to the transfer chamber and a valve controlling said port, and arranged to open the port while the aforesaid valve mechanism is in position to establish communication between the working cylinderand the transfer chamber, whereby an initial exhaust of the main cylinder is controlled through the transfer chamber.-

4. An internal combustion engine com-.

prising working and compression cylinders, a main working piston, a compression piston, said working and compression cylinders having ports which alternately serve as induction ports and as eduction ports therefor, a transfer chamber operatively connected with the respective cylinders through said ports, an intermittently actuated valve mechanism controlling said ports, and means for. actuating the said valve mechanism arranged to cause it to pause with the ports of the working cylinder and the compression cylinder open and serving as induction ports during the working stroke, aml to cause it to pause with the port of the compression cylinder open to the transfer chamber and the port of the working cylinder open to the atmosphere.

5. An internal combustion engine comprising working and compression cylinders,

a main working piston, a compression piston, a valve-controlled transfer chamber operatively arranged with reference to said pistons for receiving from the compression p'iston a fully compressed charge under firing pressure and delivering said charge ignited to the working cylinder, and means appurtenant to said transfer chamber for passing an initial exhaust of the working cylinder through said chamber and permitting complete exhaust of said cylinder direct to the atmosphere.

(3. An internal combustion engine comprising working and compression cylinders, a main working piston, a CQII'IPIOSSlOIl piston, a. transferchamber intermediate the compression cylinder and the working cylinder and conmulnicating with each, valve mechanism for the transfer chamber arranged to put the latter into communication with the comp'rcssion chamber to re ceive therefrom the fuel charge under full compression, and to deliver the charge under control and full compression, and cut oil from the compression hamber to the working cylinder as the piston thereof is at or near the end of its exhaust stroke, and means for scavenging the transfer chamber and causing an initial and partial exhaust of the working cylinder through the transfer chamber and the final exhaust direct to the atmosphere. 1

' WALTER I l. SHIMPF. Witnesses:

KATE BRENNER, WM. B. HILL. 

